Our Damping Technologies

For decades, our focus has been on the development and production of individual vehicle dynamics solutions - and we're pretty good at it. Over the years as experts in the suspension industry, we have been able to adopt and patent numerous technologies. Depending on the intended use and customer requirements, we manufacture the damper according to the one-, two- or three-tube principle.

Twin-tube Technologies

Without separate gas reservoir

Variants:

With separate gas reservoir

Variants:

Pre-set damping:

No additional settings

Variable characteristics:

Adjustment option in low-speed rebound

Variable characteristics
(2-way):

Adjustment option in low-speed compression/rebound

Variable characteristics
(3-way):

Adjustment option in low-speed compression/rebound and high-speed compression

Variable characteristics
(2-way):

Adjustment option in low-speed compression/rebound

Variable characteristics
(2-way with external reservoir):

Adjustment option in the low-speed compression/rebound. For more damper leeway the compression valve is located in the reservoir in this version. The reservoir is fixed to the shock absorbers

Variable characteristics
(3-way with external reservoir):

Adjustment option in low-speed compression/rebound and high-speed compression. For more damper leeway the compression stage valve in this version is located in the compensation reservoir. The reservoir is independent of the damper's mounting position

Variable characteristics (3-way):

Adjustment option in low-speed compression/rebound and high-speed compression

Without separate gas reservoir

Variants:

Pre-set damping:

No additional settings

Variable characteristics:

Adjustment option in low-speed rebound

Variable characteristics
(2-way):

Adjustment option in low-speed compression/rebound

Variable characteristics
(3-way):

Adjustment option in low-speed compression/rebound and high-speed compression

With separate gas reservoir

Variants:

Pre-set damping:

No additional settings

Variable characteristics:

Adjustment option in low-speed rebound

Variable characteristics (2-way):

Adjustment option in low-speed compression/rebound

Variable characteristics (3-way):

Adjustment option in low-speed compression/rebound and high-speed compression

Upsidedown Technology/McPherson

Variants:

Pre-set damping:

No additional settings

Variable characteristics
(2-way upsidedown):

Adjustment option in low-speed compression/rebound

Variable characteristics
(2-way upsidedown with external reservoir):

Adjustment option in low-speed compression/rebound

Variable characteristics
(3-way upsidedown with external reservoir):

Adjustment option in low-speed compression/rebound and high-speed compression. For more damper leeway the compression valve in this version is located in the reservoir

Variants:

Pre-set damping:

No additional settings

Variable characteristics (2-way upsidedown):

Adjustment option in low-speed compression/rebound

Variable characteristics
(2-way upsidedown with external reservoir):

Adjustment option in low-speed compression/rebound

Variable characteristics
(3-way upsidedown with external reservoir):

Adjustment option in low-speed compression/rebound and high-speed compression. For more damper leeway the compression valve in this version is located in the reservoir

Solid Piston Technology

Variants:

2-tube solid piston

Direct response of the vehicle, minimal hysteresis. Compression and rebound damping independently adjustable in low-speed and high-speed (14 setting options), high compression damping forces despite low gas pressure within the damper

3-tube solid piston with internal gas volume

Direct response of the vehicle, minimal hysteresis. Compression and rebound damping independently adjustable in 2 or 4 stages (14 setting options), optionally with 2 proportional valves, high compression damping forces despite low gas pressure within the damper

2-tube with solid piston for racing applications

Weight-optimized for motorsport, direct response, low friction and minimal hysteresis. Compression and rebound damping adjustable in 4 stages and independently of each other in the low-speed and high-speed range (18 setting options), high compression damping forces despite low gas pressure within the damper

2-tube with solid piston for McPherson axles

Upsidedown, higher stiffness, direct response, lower friction and minimal hysteresis. Lowspeed and highspeed rebound and compression damping can be adjusted independently of each other (18 setting options), high compression damping forces despite low gas pressure within the damper

Variants:

2-tube solid piston

Direct response of the vehicle, minimal hysteresis. Compression and rebound damping independently adjustable in low-speed and high-speed (14 setting options), high compression damping forces despite low gas pressure within the damper

3-tube solid piston with internal gas volume

Direct response of the vehicle, minimal hysteresis. Compression and rebound damping independently adjustable in 2 or 4 stages (14 setting options), optionally with 2 proportional valves, high compression damping forces despite low gas pressure within the damper

2-tube with solid piston for racing applications

Weight-optimized for motorsport, direct response, low friction and minimal hysteresis. Compression and rebound damping adjustable in 4 stages and independently of each other in the low-speed and high-speed range (18 setting options), high compression damping forces despite low gas pressure within the damper

2-tube with solid piston for McPherson axles

Upsidedown, higher stiffness, direct response, lower friction and minimal hysteresis. Lowspeed and highspeed rebound and compression damping can be adjusted independently of each other (18 setting options), high compression damping forces despite low gas pressure within the damper

DDC (Dynamic Damping Control)

Variants:

2-tube with internal switching valve for two configured damper setups

2-tube with internal proportional valve:

Control of compression and rebound damping, electronically infinitely variable valve

2-tube with external proportional valve:

Control of compression and rebound damping, electronically infinitely variable valve

2-tube solid piston with two proportional valves:

Compression stage (approx. 14 kN) and rebound stage (approx. 11 kN) independently adjustable, wide force range for effective semi-active suspension control, valve response time at 7-60 m/s (depending on damper speed, forces, direction of movement), direct response, lower friction and minimal hysteresis, high compression damping forces despite low gas pressure within the damper, available with internal or external expansion tank

2-tube with internal switching valve for two configured damper setups

2-tube with internal proportional valve:

Control of compression and rebound damping, electronically infinitely variable valve

2-tube with external proportional valve:

Control of compression and rebound damping, electronically infinitely variable valve

2-tube solid piston with two proportional valves:

Compression stage (approx. 14 kN) and rebound stage (approx. 11 kN) independently adjustable, wide force range for effective semi-active suspension control, valve response time at 7-60 m/s (depending on damper speed, forces, direction of movement), direct response, lower friction and minimal hysteresis, high compression damping forces despite low gas pressure within the damper, available with internal or external expansion tank

KW automotive

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Suspension technology

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KW automotive

Learn More

Suspension technology

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